We have a few -200PCFs and a single -200PF with Roller (535-E4). Doing a quick calc for an 1800m rwy (no obstructions) in std conditions gave me a max towt of 105,7 tons. For a 2500nm flight (6 hrs) figure a take-off fuel of around 27 tons. The typical OEW is around 51 tons so you might theoretically get a payload of around 27 tons. Figuring for variations, 25 tons might be a realistic regular load. You might be close to maxing out on volume at that weight, depending on the payload. Not many things will let you get max payload (38 tons on the -200PF) but I have done it a few times.

The converted aircraft e.g. -200PCF (Precision Freighters conversion) have varying weights depending on their original certification. Look closely at these, you want a high gross weight, high landing weight airplane.

Hi oceancrosser

Thanks a lot for the info! That was very good numbers, you got for me!
Around 105,7T for takeoff that is good!
If the volume is not a problem and I can get 38T of payload in the AC how fare can I fly with 16,7T of fuel (105,7-51-38=16,7)?
And it is the -200PF with the E4 and E4B that is the best?

Thanks

KRE

OC
 

As a learning curve on all 757 types.

Mine are early 82-85 types with non E4 donkeys. MLW is c90.000. What is the MLW for the PF?

Thanks for your reply in advance, looking to learn,

Bored

Hi Bored

I think that MLW for the 757F is almost the same on all of them, from 90T to around 92T. But the actual number I don't know.

KRE

Hi ElectricWhale

The weight difference's between the PF SF and PCF I don't know! But I guess we are going to know later!

Thank you all for getting me the numbers!

KRE

kre
 

Work backwards.

MLW + reserve fuel + Alternate fuel =

Landing weights on 75Fs in our fleet are almost uniform 95,254 kgs, a single one is 89,811. The landing weight can be increased but it involves paying Boeing an arm and a leg and through the nose as well.

With a take-off fuel of 16,7 tons you can assume a 3-3,5 hr sector depending on payload, landing with 4-4,5 tons min.

The RR RB211-535E4 powers later model 752s. The -535E4B powers solely (to my knowledge) the B757-300 (of which there are no freighters yet, but will probably make a good 18 pallet freighter in due course).

I have never flown a 757 with P&W but they apparently burn a little less. These should however not be discounted if available.

Hi oceancrosser

Thanks for your information, it is good info!

So the best 757F is the one with RR E4 engines and high MLW. And 16,7T of fuel can have the 757F flying for 3 to 4 hours, -depends on load, around 1300nm? that is great!

Thanks

Kre

Dear All

Many thanks for the info that I got from you all.
The info that I got have made it possible to do some calculations, and that was all that I needed.

Again a big THANKS to you ALL!

I have now another question:
Where can I find info on price and cargo from US to Europa?
The link is here:
http://www.pprune.org/freight-dogs/4...ml#post6123039

Regards

KRE

Uneconomic
 

With due respect, if you haven't defined your cargo market both ways, then you shouldn't have determined the airframe. Requirement needs to come first with a decent yield. You will need to be getting an incredibly high rate westbound as 30tonnes of freight anywhere US to anywhere Europe will generate max $1.00/kg plus fuel/war surcharges which won't pay the costs. If you have to tech stop anywhere then you'll be bleeding to death very quickly.

If you do find the "golden" freight westbound, then if the majors don't know about it (unlikely) then they soon will and everyone will compete for it driving the yield down well below your costs. Pax upstairs means freight downstairs can be carried cheaply.

In the meantime, ask a decent Cargo GSA in the USA to run the eastbound numbers for you.
A-Z Airfreight Directory - Airlines´ General Sales Agents - United States

Good luck

MF

Dear Mastafreighter

First, Happy new year to you!
and thanks for the info on the cargo!

I will check the link!

Regards
Kre